Fluid-pressure-control apparatus.



A w. v. TURNER. FLUID4 PRESSURE CONTROL APPARATUS.

APPLIoATIoN. Hmm JULY 3, 190m 1,025,340.v

Patented May 7,1912.

WITNESSES .UNITED sTATEs PATENT carica WALTER V. y[."URNI:`R OFEDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HDUSE AIR BRAKECOMPANY, OF OF PENNSYLVANIA. i

PITTSBURGH. PENNSYLVANIA, A CORPORATION 'FLUID-PRESSURE-CONTROL,APPARATUS.

Speccationof Letters Patent.

Application led July 3, 1907. Serial No. 382,010.

Patented May 7, 1912.

To all whom it may concern:

Be it knou'n that I, IVALTER V. TURNER, a citizen of the United States.residing at Edgewood, in the county of Allegheny and State ofPennsylvania, have invented new and useful Improvements 'inFluid-Pressure-Control Apparatus, of which the following is aspeciication.

This invention relates to apparatus adapted to control the supply offluid under pressure from fluid-pressure brake systems to extraneousapparatus requiring compressed air for various purposes. As Well .knownexamples of'such apparatus, Water. raising apparatus for supplyingWater'under pressure for various purposes on cars, may be mentioned, andalso certain apparatus for' carbureting and supplying illuminating gasfor car lighting purposes#` It is usual, with apparatus of the abovenature, to obtain t-hesupply of compressed air from the auxiliaryreservoir on the car, and it has been the practice, in order to protectthe auxiliary reservoir pressure for braking purposes, to interpose, inthe supply pipe'to the` extraneous apparatus, a cut out valve mechanism,adapted to cut off communication bet-Ween the auxiliaryr reservoir andthe extraneous apparatus when the reservoir pressure is a certain`amount-,less than standard train pipe pressure carried in the system,for example, the valve mechanislnmay be 'adjusted to close at 60 pounds,

in connection with a standard pressure of 7 0v pounds. Thus the Huidunder pressure in the auxiliary reservoir is not eli'ected by flow tothe extraneous apparatus until the pressure exceeds 60 pounds, whichpressure, ordinarily, is suflicient for braking pur'- poses.

In many air brake equipments now in use two Working train pipe pressuresare available, one the usual standard.degree,'70 pounds, andthe other,say 110 pounds, for high speed braking. It is evident that, when thehigh speed pressure of 110 pounds is used, the cut out valve 'mechanismabove referred-to, being adjusted to 60 pounds, such valve will remainopen above 60 pounds, so that, there are times when the supply reservoirfor the extraneous apparatus is charging up to the higher degree ofpressure. Under these circumstances, should a reduction 1n tram pipepressure be made,

in order to e'l'ectv an application-of the brakes, the reservoirpressure may be so low, as compared With vthe reduced train pipepressure that the triple piston might not make the full traverse toapplication position, or if the piston does move tov applicat-ionposition, the continued drawing off of fluid from the auxiliaryreservoir by the extraneous apparatus may cause the piston to return torelease position and release the brakes. l

The principal' object of my invent-ion is,

then, to obviate the above mentioned difli-. .cult1es,` forwhich purposeI provide means adapted to automatically control the communication fromthe auxiliary reservoir to the extraneous apparatus.

In the accompanying drawings; Figure 1 is a diagrammatic View of oneform of car air brake equipment, in connection with a Vwater raisingapparatus, with my improvements applied; Fig. 2 an enlarged view of theapparatus shown-in Fig. l, with certain parts in section, and Fig. 3 adiagrammatic view of another form of car air brake equipment withmyinvention applied, also connected to a 'water raising apparatus.

The air brake equipment, as illustrated in Fig. 1, comprises a trainpipe 1, connected by branch pipe Q with a triple valve device 3, Awhichis connected by pipes 4 and 5 respectively Vto the auxiliary reservoirGand the .supplemental` reservoir 7, and is also in'Fig. 2, thesupplemental reservoir 7 is l connected by pipe 5 topassage 14 openingto vthe seat of the main slide valve 15. In full release position, thispassage 14 is open through port 17 in the main valve 15 to the,v

valve chamber and the auxiliary` reservoir as usual 1n constructlons ofthis type., In

full release position vof the triple valve;v

piston 16 a port 17 in themain slide valve .15, opening into the mainlvalve chamber.

and auxiliary reservoir, registers With-passage 14, so that fluid fromtheV train pipe flows-through the usual feed groove around .the triplevalve piston 16 to the valve chamber and through port 17, passage 14,and pipe -5 'to the supplement-al reservoir and also through lpipe 9to-,Lthe cut out valve mechanism 11.- When the pressure in the reservoir7 and pipe 9 has attained the degree for which the spring 1850i saidvalve mechanism is adjusted, whichl may be, say,

G0 pounds, .the diaphragm 1'9 opens the valve -and fluid-under ressureflows to the supply reservoir. 23, c arging same to the pressurecarriedin the system. As re'- quired, fluid may y.then be drawn from thesupplemental reservoir 23 through reducing valve 12 adjusted to thedegree desired in V the water tank 10, which is `usually about 2dpounds. When the train pipe pressure. is

reduced for the purpose of making an ap` plication Yof the brakes, thepreliminary" movement of the piston shifts thev auxiliaryv slide valige21 o theh main slide valve 15, and closesv the port 17. Further,`v flowof luid from the auxiliary reservoir'to passage 14 and the pipe 9leading to the extraneous fluid pressure apparatus is thus cut oli". Itwill now be apparent that the supply pipe 9 to the 4extraneous apparatusis cut-off by the preliminaryl movement ofthe triple pisv ton, so thatthe'auxiliary reservoir pressure is only subject to reduction due to theusual braking operations '-:1' According to the construct-ionillustrated in Figw3, my inyention is shown as applied to an air brakeequipment wherein the usual standard triple Valve 24. is employed. In.thisv case the pipe' 9 leads to a passage 22 opening; to the seat ofthe main `slide valve 25 so t at onA preliminary movementv of the triplepiston, 26 and main slide valve 25 from full release position,communication is out' off by saidmain .valve between thepas- `22 and,the auxiliary reservoir from which it will be eseen that fluid froiinTthe auxiliary reservoir is prevented from flownig to the pipe 9 as inthe first described constructie .It will thus be. apparent, that 'my imiVproveniente may be applied t'o various 'types Vof triple valvedevicesand'that the flow of air will be cut ofi tothe extraneousapparatus, ,by the automatic operation of t-he triple j ters Patent, is

" valve, so that the-braking` operations thereof, will not be interferedwith.

Having now described tmy invention, what I claim asnew and desire tosecure by Let- 1 .,In 1iti-fluid pressure-brake system, the combinationwith a train pipe, triple valve, auxiliaryreservoir and brake cylinder,of an rextraneous 'apparatus adapted to utilize n fluid under pressurefrom saidbrake sysy`tem,and fluid pressureoperated means for contnllingcommunication from the auxiliary reservoir to said apparatus.

2. lIn a fluidI pressure brakev system, the

combination with a train pipe, triple "valve, auxiliary reservoir andbrake cylinder, of an extraneous apparatus adapted to utilize fluidunderpressure from said brake system, and means subject to variations intrain pipe pressure for controlling communication fromthe auxiliaryreservoir to said apparatus.

3. In a fluid pressure brake system, the combination with a train pipe,tri le valve, auxiliary reservoir and brake cylin er, of an extraneousapparatus adapted to utilize fluid under pressure from said brakesystem,

reduction in train pipe pressure to close said i communication.

5. In a. Huid pressure brake system, the combination withv a. trainpipe, auxiliary resxervoir, brake cylinder and supplemental reservoir,of an 'extraneous apparatus adapted to utilize Huid under pressurederived from the auxiliary reservoirv and supplemental reservoir, andmeans operated upon a variation in train pipe pressure to closecommunication between the auxiliary reservoirand said extraneousapparatus.

6. In a fluid pressure brake system, the combination Witli` a trainpipe, auxiliary reservoir, brake cylinder and supplemental reservoir, ofan extraneous apparatus adapted.

to utilize fluid under pressure derived from the auxiliary reservoir andthe supplemental reservoir, and a triple valve device having a mainslide valve adapted to establish communication from the auxiliaryreservoir to the supplemental reservoir and. said extraneous apparatusin full release position, and actuated under a reduction in train pipepressure to close said communication.

-7. In a fluid pressure `brake system, the combination with .a trainpipe, auxiliary reservoir and bralre cylinder, of an extraneousvl,apparatus adapted to utilize fluid under pressure from said auxiliaryreservon', and a triplevalve device having a main slide valve adapted toestablish communication'betwcen theauxiliary reservoir and saidextrl'tleous apparatus, 'an actuating' piston and :mauxiliary valve,having'a.moveincnt relativeto said main valve, said.piston and auxiliaryvalve being `actuated upon a variation in train pipe pressure to closesaid communication`l from the auxiliarylreservoir to said extraneousapparatus.

l combination with a train pipe,

8. In a Huid pressure brake system, the

auxiliary reservoir and brake cylinder, of an extraneous apparatusadapted to utilizev fluid under pressure from said auxiliary reservoir,and a triple valve device comprising a main slide valve adapted toestablish communi-- cation between theauxiliary reservoir and saidextraneous apparat-us, in one posit-ion, an actuating piston and anauxiliary valve, having a movement relative to the main` valve, saidpiston and auxiliary valve being lactuated upon a reduction 1n trainpipe pressure to close said auxiliary reservoir communication to theextraneous apparatus.

9. In a fluid pressure brake system, the combination with a train pipe,triple valve, auxiliary reservoir, and brake cylinder, of.y extraneousapparatus adapted to be supplied4 with air from t-he brake systemthrough the' auxiliary reservoir and said supply of air upon applyingthe brakes.

' 10. In a fluid pressure brake system, th'e combination with anextraneous apparatus means for cutting ofi' adapted to receive air fromthe brake system, of means for cutting olf the supply of air to said.apparatus upon applying the brakes. l

1.1. In a Huid pressure brake system, the combination with a device forutilizing` fluid under Vpressure carried in the brake system, of means4operatinzg according to variations in train pipe pressure forcontrollingcommunication from the brake syst-em to said device.

l2. In a fluid pressure brake system, the combination with a train pipe,auxiliary reservoir, and rbrake cylinder, of'an apparatus adapted to beop'erated by brake system and a triple valve;- device having means forcontrolling the admission of fluid to said apparatus.

In testimony whereof I have hereunto set my hand.

VALTER V. TURNER.v lVitnessesi:

R. F. EMERL' WM. M. GABY.'

fluid from' the

